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H. F. PARKER. AEROPLANE AND THE LIKE- APPLICATION FILED APR-2, 1918.

1,3 1 2,71 Patented Aug. 12, 1919.

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.3 1 ZKWJM H. F. PARKER. AEBOPLANE AND we LIKE. I APPLICATION FILED APR. 2,19IB. 7 11,812,571 0 Patented Aug. 12, 1919.

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H. F. PARKER.

AEROPLANE AND THE LIKE.

APPLICATION FILED APR.2, 19.18.

1,312,571. Patented Aug. 12, 1919.

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HUMPHREY FRANCIS PARKER, 0F DUNEDIN, NEW ZEALAND.

AEROPLANE AND THE LIKE.

Specification of Letters Patent.

Patented Aug. i2, 1919.

Application filed Apri12, 1918. Serial No. 226,258.

'1 '1 all whom it may con ern:

Be it known that I. HUMPHREY FRAN CIS PARKER. a citizen of the Dominion of New Zealand, and residing at Dunedin, 1n the Provincial District of Otago, 1n the Dominion of New Zcaland, have invented certain new and useful improvements 1n Aeroplanes and the like, of which the following is a specification.

This invention relates to aeroplanes and other similar flyingmachines. and the object of the invention is to provide means whereby the speed of range of aeroplanes is increased, so that in aeroplanes designed to have the same maximum speed, lower speeds are do tainable for taking off and alighting, than is possible with machines heretofore constructed. and in aeroplanes designed to have the same minimum speed, higher maximum speeds are obtainable than heretofore; and whereby control may be cxercisedover the travel of the center of pressure, rendering it possible to maintain the center of pressure in an approximately stationary position, thereby securing neutral longitudinal equilibrium, or to bring about a reversal of the direetio of the travel of the center of pressure, thereby securing stable longitudinal equilibrium in the wings themselves.

The above objects are attainedby the use with an ordinary main plane or planes of one or more auxiliary planes or sets of planes arranged symmetrically and the first object is attained by varying the angle of in cidenceof such plane or planes relatively to the main plane or planes and at the same time altering their shape, and the second objectis attained by setting the auxiliary plane or planes in a more backward position than the main plane or planes, as hereinafter described.

The invention as applied to an aeroplane with a single main plane between two auxiliary planes is illustrated in the accompanying drawings, wherein Figure 1', is a diagrammatic sectional elevation of a set of planes adjusted for maximum speed, i

Fig. 2, is a diagrammatic sectional elevation of a set of planes adjusted for taking off or landing,

Fig. 3, is a diagrammatic side elevation of the rib of an auxiliary plane,

Fig. 4, is a side elevation of an auxiliary rib, in its lifting position,

Fig. 5, is a side elevation of an auxiliary rib in its non lifting or streamline position,

Fig. 6, is a front elevation, and

Fig. 7, is a side elevation of a link and its connections,

Fig. 8, is a longitudinal sectional elevation of a fastener.

Fig. 9, is a cross section of shallow channel steel.

The main plane, see Figs. 1 and 2, is of ordinary construction and auxiliary planes 2 and 3 are provided. In the drawings the plane 2 is shown above, and the plane 3 is shown below, the main plane 1. The auxiliary planes 2- and 3 are preferably of the same length and width as the main plane 1 but it will, of course, be understood that the auxiliary planes may be made smaller or larger than the main plane if desired.

In level flight at maximum speed the auxiliary planes are to be set to lie along the direction of the air flow, so that they do not contribute to the lift of the machine, as shown in Fig. 1. the area of the main plane 1 being such that its lift supports the machine at the angle of incidence giving the greatest ratio of lift to drag for the type of wing employed. The main plane 1 Fig. 1, is shown set to fly at this angle, approximately three degrees.

When the main plane 1 is set at its maximum incidence, see Fig. 2, as when landing the auxiliary planes 2 and 3 contribute their maximum lift, that is to say, the main plane and auxiliary planes are set at about fifteen degrees to the direction of the air flow. The additional incidence thus given to the auxiliary planes is obtained by causing the trailing edges to move downward, as hereinafter described.

The auxiliary planes 2 and 3 are to have a low value for the drag in their non lifting position, and a high value for their lift at the angle of maximum incidence. To comply with these conditions it is necessary, when altering the incidence of the planes, also to alter their shape, so that in the non lifting position they have a pure streamline form, and at their maximum incidence the form of a high lift wing.

The pure streamline form is shown by full lines in Fig. 3, and the high lift form is shown by dotted lines in the same figure. By pure streamline form, I mean a plane having its upper surface curved up r ly til from a line passing throu h the front and rear edges of the lane, an its lower surface curved downwar ly the same distance from channel, see Fig. 9, to give greater rigidity where required. -The nose. of the frame 6 is attached to the front spar at. The upper portion of the frame is secured to the rear spar 5, by a bracket 24.

The-lower portion of the said frame 6 is connected to the upper portion thereof by links 7 and a slide 8. The links 'l are conhnectedby pins 9 to brackets 10 and ll fixed to the upper and lower portions respectively of the frame 6. The slide 8 is fixed to the rear upper portion of the frame 6 and comprices a bar it parallel to the-lower portion of the frame 6. The length of the bar l-l is equal to the distance the upper portion of the frame 6 travels forward over the lower portion thereof when the plane changes from its streamline to its lifting shape. Flanges or lugs 13 upon the lower portion of the frame 6 carry a pin 12 which slides upon the top of the bar 14, thereby allowing the necessary motion. Longitudinal angle or other shaped bars 16, 17, 1 8, and 19 are provided for stidening theplane.

The front spars t of the auxiliary planes ,2 and 3 arelocated near to the leading edge of the said planes and are capable ofpartial rotation about their axes, and for this-purpose are mounted in bearing brackets in the front struts22. The rears ars here mounted in slots 20 formed in brac ets d fi'barried by the rear-struts 21. The length of the slotis determined by the distance the rear spar is to move forward when the plane changes from the streamline to the lifting shape. The position of the forward end'of the slot, against which the rear spar bears, see Fig. 2, determines the amount of camber given to the plane, the camber being "greater as' the movement forward of the rear aiis greater, and less as the movement orwar is less.

Compression bars A and B are connected I to the brackets at and for keeping the Salas-21 and 22 in spaced relation.

, A separate central control is not necessary,

the operation of the planes being automatic.

When the pilot pu ls the central control lever back the attitude of the machine is changed" and the auxiliary'planes 2 and 3,

oltinstead of lying along the direction of the or the edges of the steel may have small flanges to form a shallow air flow, are set at an angle to the said flow. The air pressure thus brought into play acts against the auxiliary planes and-causes the planes to change to the desired shape. The air pressure on the portion of the plane between the front spar l and the rear spur 5 being greater than the air pressure on the )ortion between the rear spar and the trailmg edge 25, the portion between the front and rear spars is compelled to move upward and the trailing edge in consequenceis constrained to move downward. The correct amount of inove'mcnt is that which sets the chord of the auxiliary plane, see Fig. 2, at an angle to the line through the centers of the front and rear spars equal to the incidence given to the main plane 1 in Fig. 1. When the pilot wishes to fly the machine at maximum speed again, and alters the elevator accordingly, the auxiliary planes are once more brought to lie along the direction of the air How. The action of the frames 6 then causes the same to return to their streamline shape.

lln a modification, control cables 30 and 31 are attached to the steel frame 6 of the auxiliary planes at the'points 26 and 27, the cable 30 being attached to the upper surface of the ring 3 and to the lower surface of the wing 2, and the cable 31 being attached to the upper surface of the plane 2 led over pulleys 32 to the lower surface of the plane 3. The auxiliary planes on the right of the body of the machine are similarly connected with the planes on the left thereof. lln the event of an obstruction preventing any one of the planesfrom assumingits proper shape the other planes of the series are also prevented from assumingthat shape until the air pressure on those planes, through the medium of the cables, has been exerted to bring the obstructed plane into its correct position. On the obstruction being-overcome all the planes assume their correct shape, or should the pressure thus brought to bear be insufiicient to overcome the said obstruction, no change takes place in any of the wings.

The auxiliary planes 2 and 3 are set back relatively to the main plane 1 for a distance 23 shown by dotted lines in Figs. l and 2.

The setting back of the auxiliary planes 2 and it relatively to the main plane 1 is such that the moment of the lift they contribute about the maximumspeed position of the center of pressure ofthe main plane, balances the moment due to the movement forward of the center of pressure of the main plane as the incidence is increased up to the maximum.

In the above mentioned maximum speed position of the center of pressure there is no moment to balance and as stated no lift on the auxiliary planes. But when the lilll angle is altered'a moment'comes into exist-.

cnce due to the travel of the center of pressure of the main plane. Simultaneously the auxiliary planes start to take lift and thus to provide a correcting moment. 7 By reducing the set back for the auxiliary planes 2 and 3, the upsetting moment due to the trarcl of the center of pressure may be merely reduced, and by increasing the set back a. stabilizing moment is introduced which increases directly as the set back increases.

What I do claim and desire to secure by Letters Patent of the United States is 1. In an aeroplane, the combination with a rigid main plane, of an auxiliary plane having a flexible frame of pure stream-line shape adapted upon increase of the angle a of incidence of the planes relative to the direction of air flow, to flex, under the pressure of said air flow, from saidstream-line shape to a 11ft shape.

2. In an aeroplane, the combination with a rigid main plane of an auxiliary plane having a flexible frame normally assuming a 'purestream-line shape, said auxiliary plane being so mounted on the frame of the machine as to be capable upon increase of the angle of incidence of the planes relative to the direction of air flow, to flex; under the pressure of said airflow, from said streamline shape to a lift shape.

3. In an aeroplane, a frame, a rigid mainlifting plane, and an auxiliary plane mounted on the frame and normally a non-lifting shape in cross-section, said auxiliary plane being so constructed and con nected to the frame as to be capable upon increase of the angle of incidence of the plane relative to the direction of air flow, to flex, under the pressure of said air flow, from said stream-line shape to av lift shape. I

4. In an aeroplane, a frame, a main lifting plane, a front spar connected to the sfi fram'e and capable of partial. rotation, an

auxiliary plane having a flexible frame secured to said spar, and means for securing the rear portion of the flexible frame to the frame of the machine. V l

5. In an aeroplane, a frame, a main lifting lane, a front spar pivotally connected to th s frame, a rear spar carried by the frame and movable toward and away from the front spar, an auxiliary plane having a flexible frame of approximately elliptical shape, the front portion of the top and bottom parts of the flexible frame being secured to the front spar, and means connecting the rear portion of the top partof the flexible frame to said rear spar.

6. In an aeroplane, afixed main plane, an

auxiliary plane having ribs made with having maintains the center of li ing plane connected to the having bearings for the spar, a rear spar to which the ribs are attached and rear struts having horizontal 1 slots in which the rear spar is slidably mounted. 7. In an aeroplane, a fixed lifting plane, and an auxiliary planehavingribs of sufficient'rigidity to keep the auxiliary plane in streamline shape when set in the direction of the air flow, said ribs being constructed to yield when set at an angle to the air flow, to change the auxiliary plane to a lifting shape. In an aeroplane, a fixed main plane, and flexible auxiliary planes arranged above and below the main plane, said auxiliary planes upon increase of the angle of incidence of the planes relative to the direction of air flow. bein adapted to automatically assume angles different relatively to the angle of the main plane.

9. In an aeroplane, a mainlifting plane, and a flexible auxiliary plane adapted at large angles of incidence t carry a substantial part of the weight of the machine, said auxi iary plane being rearwardly spaced with respect to said main plane, the shifting of the load to said whereby auxiliary plane with increase in incidence angle maintains the center of lift of said planes taken as a whole in a substantially constant posiplane and the other of said auxiliary planes eing downwardly and rearwardly spaced with respect to said main plane, whereby the shifting of thcload to said auxiliary planes with increase in angle of incidence, of said planes as a whole in a substantially constant position.

11. In an aeroplane, a frame, a main lifting plane, and an auxiliary lifting plane having a front s ar, arear spar and ribs of sufficient rigi ity to maintain the auxilia'ry plane in stream-line shape when set in the direction of air flow, said ribs consisting of a front portion capable of limited rotary motion about the axis of the front spar, a middle portion of flexible construction capable of deforming upward when set at an angle to theair flow, and a, rear ortion capable of limited rotary motion a out the axis of the rear spar and-a limited horizontal sliding motion relative to the frame.

12. In an aeroplane, a frame, a main liftframe, spars carriedby the frame, ribs of flexible material secured to the spars and having a normal streamline shape, and plane fabric covering said ribs and forming therewith an auxlhary plane capable upon? increase of the lltlll) angle of incidence of the planes relative to the direction of air flow, to flex under the pressure or, said air flow, from a streamline shape to a lift shape.

13. In an aeroplane, a main plane, an auxiliary plane having ribs of flexible material for supporting the plane fabric; said ribs having a normal streamline shape; a rotatable front spar; a laterally slidable rear spar; and means connecting said ribs with said spars; said ribs and the fabric sup ported thereby being adapted, upon increase of the angle of incidence of the planes relative to the direction of air flow, to flex, under the )ressure of said air flow, from said stream ine shape to a maximum lift shape.

ll. In an aeroplane, a main plane, an auxiliary plane including a rib structure for supporting the plane fabric, comprising upper and lower flexible members joined together at their forward ends, means interconnecting the tail ends of said members so as to permit of a limited longitudinal movement thereof relative to each other,

links articulately interconnecting said .up-

per and lower rib members, said ribs having a normal streamline shape; spars for supporting said ribs; and said ribs together with the fabric supported thereby being adapted, upon increase of the angle of incidence of the planes relative to the direction of air flow, to fleir, under the pressure of said air flow, from said streamline shape to a maximum lift shape.

15. In an aeroplane, a main plane, an auxiliary plane including a rib structure for supporting the plane fabric comprising up per and lower flexible members joined together at their forward ends, means interconnecting the tall ends of said members so as to permit of a limited longitudinal movement thereof relative to each other, links articulately interconnectin said upper and lower rib members, said ri s having a normal streamline shape; a front spar; a rear spar; forward struts; rear struts; means for rotatably mounting said front spar in connection with said forward struts; means slidably mounting said rear spar for lateral movement in connection with said rear struts: means for securing th forward ends of said upper and lower rib members to said front spar; and means for securing said upper rib member, intermediate of its forward and tail end to said rear spar.

16. In an aeroplane, a frame, a main lifting plane, an auxiliary lifting plane having a front spar, a rear spar and ribs of suffieientrigidity to maintain the auxiliary plane in streamline shape when set in the direction of air flow, said ribs being so constructed that the portion between the front and rear spars is capable .of deforming upwardly when set at an angle to the air flow while the portion to the rear of the rear spar is capable of limited rotary motion about the axis. of the rear spar, and means permitting a limited horizontal sliding movement of the rear portions of the ribs.

In testimony whereof I have signed my name to this specification in the presence ofetwo witnesses.

HUMPHBEY FRANCIS PARKER.

Witnesses:

F. C. Przair, J. SUTTON. 

